Cessna 500 accident near Rawlins, Wyoming, July 25, 1998
On July 25, 1998 at about 4:15 am local time, a Cessna 500, registered CFSKC, was destroyed in an accident near Rawlins, Wyoming (Rawlins Municipal airport). It was flown under foreign airline rules (Part 129). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The captain's use of improper airplane performance data, resulting in inadequate takeoff capability. Factors were his decision to abort the takeoff above V1, the separation of the drag chute, a wet runway, a tailwind, and collision with objects that included two fences and a power pole.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 1998 · about 4:15 am local time
- Place
- Rawlins, Wyoming · Rawlins Municipal · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 500 · all 500s on the register
- Registration
- CFSKC · no longer on the register · serial 500-0018
- Damage
- Destroyed
- Flight
- Flight · foreign airline rules (Part 129)
The NTSB's narrative final · quoted from the NTSB record
The captain said the airplane felt 'sluggish' during the takeoff roll. At V1/Vr, the airplane was rotated for liftoff. It climbed 10 feet, 'shuddered,' and sank. The captain elected to abort the takeoff. He landed the airplane on the runway, applied brakes and deployed the drag chute. The drag chute separated and the airplane went off the runway, down a hill, through a fence, across a road and grassy area, across another road, through a chain link fence, and collided with a power pole. The captain said they had calculated the takeoff performance using inappropriate tables, and failed to consider the wet runway and wind shift. The drag chute riser fractured at a point where it passed through a lightning hole. The lightning hole bore no evidence of a nylon grommet having been installed.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; instrument: airplane
- Flight time: 5,750 hours in all; 1,000 in this make and model; 200 in the last 90 days; 60 in the last 30 days; 4,700 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,163 hours
- Last inspection: approved inspection programme, July 11, 1998; 25 hours since
- Maximum gross weight: 11,850 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W JT15D-1A (turbofan); 0 hours total
- Fire on the ground
- Operator: Skyward Aviation Ltd
The flight
- Departed from: RWL at 4:15 am
- Destination: SNA Santa Ana CA
- Flight plan: IFR
- Runway 22, 7,008 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 350° at 3 knots
- Visibility: 25 statute miles
- Sky: broken clouds at 8,000 ft; not recorded
- Temperature: 64°F (18°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 3:58 am from RWL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.